2021 Chrysler Pacifica Hybrid Review

It's no secret that minivans are frowned upon by most people. Ever since the rise of the SUV market starting in the mid-1990s, minivans and wagons have been kicked to the curb like Kid Rock albums rejected by the CD Exchange. (Do you remember any of what I just said? No? All right, then.) To this day, minivans are mostly for school pick-up lines, but that's not to say they aren't mighty practical vehicles for lots of different people. And in the case of the 2021 Chrysler Pacifica Hybrid, you get a surprising amount of style and fuel-efficiency, too.

I recently drove Chrysler's latest and most advanced minivan (although not its fanciest and most expensive that's the non-hybrid Pinnacle trim) but my time was sort of cut short due to a heavy snowstorm that brought most of the midwest to a standstill for several days. And since both my wife and I work from home and our only ventures into the real world are for driving our kid to school, the Pacifica was forced to sit out a few days buried in fresh powder. Despite my relatively brief experience with it, the Pacifica reminded me of my teenage years commuting in my stepmom's Honda Odyssey, which served as a school bus, marching band bus, and even makeshift pickup truck when large items needed to be hauled to or from the house. Now in my mid-30s with a family of my own, I used the Pacifica to transport my two big-ass dogs to the park, take some extra-large boxes to the city dumpster, and quite unexpectedly, ford through a foot of snow courtesy of Indianapolis's unplowed roads. It turns out you don't need an SUV to do all that, despite what the car commercials would have you believe.

    Base Price (As Tested): $45,845 ($49,835)
    Powertrain: 3.6-liter V6 with two electric motors and a lithium-ion battery with 16kWh of total energy | electronically variable transmission | front-wheel drive
    Horsepower: 260 combined horsepower
    Electric Range: 30 miles
    EPA Fuel Economy: 35 mpg combined gasoline only | 82 mpge combined electricity + gasoline
    Curb Weight: 5,010 pounds
    Seating Capacity: 7
    Maximum Towing Capacity: "not recommended"
    Cargo Space: 32.3 cubic feet (87.5 with third row folded, and 140.5 with both rows folded)
    The Premise: A modern minivan that's enjoyable during daily commutes and long road trips alike.
    Quick Take: The Pacifica hasn't changed much since its revival a couple of years ago, but Chrysler's updates for 2021 make it better than ever.

Unlike SUVs and crossovers, minivans have never really suffered from an identity crisis, and that holds true to this day. The recipe is simple: a spacious interior, sliding doors, folding seats, and lots of cupholders. Perhaps the closest the minivan's been to undergoing a revolution is the standardization of techy features like power outlets, screens, vacuums, glass roofs, and other gadgetry to make parents' lives more bearable on the road. And of course, the plug-in hybrid Pacifica doesn't cut corners with any of these.

The Chrysler brand these days is just the aging 300 (yes, they still make that), the Pacifica minivan and its downscale brother, now called the Chrysler Voyager. That's admittedly strange, but the truth is the Pacifica is an unusual and unexpected brand flagship—still a car that does certain things better than just about anything else.

The Best Midsize SUVs to Buy in 2021

Ever since the Lexus RX (and its affordable Toyota Highlander sibling) popularized the idea of a car-based SUV, the midsize SUV segment has exploded with offerings. There are still some traditional body-on-frame SUVs around, but they tend to be full-size or geared toward hardcore off-roading. And there is a growing list of compact and even smaller subcompact crossovers that are replacing small cars in the lineups of many automakers.

But it is the midsize SUV that meets the needs of the widest swath of buyers, whether young, single and carting weekend adventure gear, or married with a small family and baby gear, or even older empty-nesters who feel safer in a vehicle with more mass and a higher seating position that still fits easily into most parking spots. Whatever the stage of life, the midsize SUV is a practical solution, offering flexible space, the ability to leave the beaten trail (if it's not too beaten), and provide passengers with a sense of safety and confidence.

The Mansory Stallone GTS Is a Ferrari 812 GTS for the "Fast & Furious" Crowd

You gotta hand it to Mansory because the outfit's creations are never boring. Polarizing, for sure. But never boring. In fact, the brashness is endearing. Take the new 2021 Mansory Stallone GTS no relation to that guy, but of some relation to previous Stallones, such as the 812 Superfast-based one that debuted back in 2018 at the Geneva show. For 2021, that car is getting a drop-top counterpart called the Stallone GTS. Still based on the 812, albeit the GTS version, it's something else. But it's not as extreme as a few of the Mansory customs we've seen recently. The Mansory Coastline (Rolls-Royce Cullinan) and Venatus (Lamborghini Urus) SUVs shocked us, while the Cabrera (Aventador SVJ) elicited mixed reactions from the staff. The Stallone GTS isn't for everyone, but it's arguably less controversial than any of those other Mansory models.

Let's take a quick second to remind ourselves what's underneath the Mansory treatment here: the Ferrari 812 GTS, the first V-12-powered series-production convertible from Maranello in decades. Its hardtop twin, the 812 Superfast, stunned us with its quickness during testing, needing just 2.8 seconds to hit 60 mph and 10.4 seconds to cross the quarter mile. Damn. Most of Mansory's treatment is much more extroverted than the almost tame original, with the Stallone sprouting a gilled fender vent, a massive rear wing, and little vertical aero-blades soaring above the front splitter. But it's nothing you wouldn't expect from another manufacturer's super track-focused special edition, and everything is bold but skillfully implemented. A few blue accents pop out of the Daytona Grey paint, giving a little hint of what's inside which looks like someone dressed a cow in a tracksuit, and then made leather out of the suit. A very electric blue leather gets milky-white striped accents, as does the majority of the dash and a good bit of the custom steering wheel. In terms of performance, Mansory claims a power bump courtesy of a tune and a new exhaust system, which affords a total of 830 horses a plausible 41-hp increase over the stock 812 GTS. One-piece forged wheels in a staggered 21- and 22-inch fitment are wrapped in massive, high-performance rubber.

The Lamborghini Diablo Is the 1990s Supercar Legend Your Dreams Deserve

Talk about big shoes to fill. As the Lamborghini Countach entered its twilight years in the late 1980s, the company had the onerous task of designing a car that exceeded the visual, aural, and dynamic sucker-punch provided by its iconic neck-snapping V-12 super-wedge. The new Lambo had to vaporize eyebrows and buckle knees at a thousand feet if it was to be labeled as anything other than a letdown. Yeah, well you can see where this is going. Despite a top speed of over 200 mph only the second production car to do so and being far easier to drive than its pappy, the Diablo is a bit of a middle-child. As far as the big Lambos go of which there has been only five to date the Diablo is relatively unloved. We must stress that all of this slight negativity is best read through the lens of Lamborghini, and not the general public. Take a Diablo of any color or vintage out into public, and you risk a ticket for public disturbance with the amount of phones coaxed from pockets and pedestrians you stop dead in their tracks. Us? Oh, we're big fans of the 1990s Bull. Let's take a look as to why you should put more rispetto on the Diablo's name. Development for the Countach replacement began in 1985, first known internally as Project 132. Lamborghini heads Patrick and Jean Claude Mimran stipulated the new supercar should be capable of 196 mph, and commissioned legendary designer Marcello Gandini to pen Project 132's slippery profile. Before development could truly get underway, the Mimrans sold Lamborghini and all its assets to Chrysler in 1987 for a piddling $25.2 million, who in turn invested much-needed funds into the nascent project that eventually brought it to completion.

Under the purview of Chrysler, Gandini's original design was altered to be less angular, with final finishing done by Viper designer Tom Gale. The finished Diablo lived up to its name; power came from a 5.7-liter configuration of the longstanding Bizzarrini V-12, supplying 492 horsepower and 428 lb-ft of torque to the rear wheels through a five-speed manual transmission. So, did the production Diablo meet the Mimran's mandate of a 196 mph top speed? Please. On a long enough straight with a brave enough driver, the Diablo cruised to an easy 202 mph, taking just 4.5 seconds to hit 60 mph on the way there. All this in an era when the contemporary Mustang GT struggled to crack 6.0 seconds to 60 mph. It was a much easier car to both live with and drive than its immediate predecessor which isn't saying much especially with the Diablo's dramatic improvement in interior ergonomics and space. Leather-lined and kitted-out, the Diablo sold like free beer during its first production year, only for sales to drop off dramatically soon after. A new all-wheel drive Diablo debuted in 1993 to improve general livability. The Diablo VT or 'Viscous Traction' yoinked the four-wheel drive system from the brutish LM002, allowing the front wheels to handle up to 40 percent of the available power when the system detects slippage. The VT carried 25 percent new componentry as part of the all-wheel drive shift, including a new clutch, wider seats, brake cooling vents, electronically adjustable dampers, and power steering. Also introduced in 1993 was the mighty Diablo SE30, so-named in commemoration of the automaker's 30th anniversary. Power jumped to 523 hp thanks to updated fuel system, new exhaust, and intake manifolds. The VT trim was not an option here in the pursuit of weight savings; even the VT's new adjustable suspension was left on the workshop shelf in favor of electronically adjustable anti-roll bars. The diet continued with fixed Plexiglas windows on Euro-market cars, along with the omittance of A/C, power steering, and the sound system. Visually, the Diablo SE30 tweaked just about every aspect of the exterior design, including both front and rear fascias, rear decklid, spoiler, and bumpers. The most striking difference was the light purple metallic paint, a color officially known as Lambo Thirty. Yes, really. If the above asceticism wasn't enough, a rare Jota package was available for the SE30, boosting power to 595 hp and 471 lb-ft and adding a neat-o roof-scoop that rendered the rear-view mirror legitimately useless. The inevitable roadster variant arrived in 1995, offered only in VT configuration and incorporated some of the SE30's aesthetic changes. The carbon fiber targa roof was (surprisingly) electronically actuated, and stowed above the rear decklid when the driver opted to get his daily dose of vitamin D. On the opposite side of the Diablo range, the new base-level Diablo SV debuted that same year. The SV package bumped power to 510 hp and added an adjustable rear spoiler and slightly larger rear brakes. The 1999 model year saw Lamborghini's new owner, Audi, levy a significant refresh onto the Diablo. Headlights were now fixed yes, pulled from the contemporary Nissan 300ZX and the base non-SV Diablo was eliminated, making the SV the entry point. The interior received the largest rework, with new readouts, steering wheel, and surfaces, while output of the 5.7-liter V-12 jumped to 529 hp and 446 lb-ft. With the Audi-designed Murcielago just over the horizon, the Diablo went out with a sizable bang. The 5.7-liter V-12 was enlarged to 6.0-liters for a special run of cars, starting with the incredibly track-focused 1999-2000 Diablo GT. Aside from oodles of functional aero and a set of nifty three-piece O.Z. wheels, the interior was stripped out with carbon fiber trim, race seats, and smaller diameter steering wheel. That new 6.0-liter screamed at 575 hp and 465 lb-ft, all to the rear wheels through the same five-speed manual that's stuck with the Diablo since day one. Only 80 were ever built, and most were sold overseas. Less hardcore but no less exciting was the Diablo VT 6.0 and VT 6.0 SE produced between 2000 and 2001. Think of this as the middle ground between the regular VT and the GT, with an ever-so-slightly detuned version of the 6.0-liter, now rated at 549 hp and 457 lb-ft for a top speed of a nice, clean 205 mph. Lambo plucked 40 of these VT 6.0s off the assembly floor for the SE, coating each in either metallic gold or bronze. SEs also got cool kit like shorter gears, upgraded upholstery, "Lamborghini" script on the brake calipers, carbon fiber trim, and magnesium intake manifold. Eleven years of Diablo production ended in 2001, making plenty of room for the stupendous and tremendously popular for early 2000s Lamborghini, that is Murcielago that arrived for the 2002 model year and set the standard for Audi's Lamborghini going forward. As important as the Murcielago is for the marque, we love the Diablo all 2,884 of them. We'll take ours early, in black, with a red interior. Call us when it's out front.

2022 Genesis GV70 Luxury SUV's First MPG Figures Revealed

Looking as hot as any compact luxury SUV on the market right now, the first-ever Genesis GV70 will make its grand arrival on showroom floors this year as a 2022 model. While Genesis has kept the on-sale date and pricing for its second SUV after the larger GV80 under wraps, we do know that two engine choices will be available. But the newest member of the luxury Korean brand has some fierce competition that includes the Audi Q5, BMW X3, and Volvo X60. We here at MotorTrend cannot wait to see how the GV70 stacks up to those rivals in a broad sense, but we now have some hint of how it'll do on the fuel economy battlefield. That is because official EPA ratings for the V-6-powered GV70 were just announced. The all-wheel-drive Genesis GV70 equipped with a 3.5-liter engine comes rated at 19 mpg in the city, 25 mpg on the highway, and 21 mpg combined. Figures are not out yet for the 2.5-liter GV70, but we suspect that model will be offered with rear-wheel drive as well as all-wheel drive, both which we expect will be more efficient than the GV70 with the six-cylinder option.

The 2.5-liter turbocharged four-cylinder engine (300-hp, 311-lb-ft of torque) will be limited to base GV70s, however; higher trims get the more powerful 3.5-liter twin-turbo V-6 pumping out 375 hp and 391 lb-ft of torque. Both engines are hitched to an eight-speed automatic transmission. Gorgeous inside and out, the GV70 is a game-changer from an evolving automaker that seems to get better with time. Just like the GV80, this luxury crossover will be going head-to-head with other well-established models. Stay tuned for updates on pricing and driving impressions, which will further help situate the 2022 GV70 amongst its competitive set. 2022 Genesis GV70 Fuel Economy GV70 V-6 AWD: 19/25/21 mpg (city/hwy/combined) GV70 2.5L RWD: TBD GV70 2.5L AWD: TBD

Porsche Now Owns Nearly A Quarter Of Rimac After $83M Investment

I'm going to be the first one to admit corporate stories aren't the most exciting, but we've been keeping an eye on Porsche and Rimac as great things could stem from the tie-up. In June 2018, the peeps from Zuffenhausen took an initial stake in the Croatian electric hypercar brand by acquiring a minority shareholding of 10 percent. In September 2019, the percentage grew to 15.5 percent, and now, it’s increasing again to 24 percent.

To make it happen, Porsche is investing an additional €70 million (about $83.2M at current exchange rates) and points out owning 24 percent of the shares does not grant it a controlling influence. In other words, Rimac is still calling the shots regarding its future. Interestingly, Porsche mentions in the press release issued today the company behind the C_Two is on its way to becoming a Tier 1 supplier for the brand, meaning future models from the German marque will use EV-related hardware provided by Rimac. There had been rumors about Porsche increasing its stake to as much as 50 percent, but it looks like that's not going to be the case, at least not now. It is unclear what will happen to Bugatti as various reports have speculated Rimac would take control of the Molsheim-based company in exchange for more shares sold to Porsche. It's a known fact Bugatti's parent company Volkswagen Group will decide in the first half of the year, with Porsche CEO and member of the management board of parent Volkswagen AG, Oliver Blume, recently suggesting Rimac could play a role regarding Bugatti's future. Should the deal materialize, there's a big chance we'll see fully electric Bugatti hypercars utilizing Rimac's know-how that would follow electrified Porsche models taking advantage of what Mate Rimac and his team have been able to develop in a short time. Rimac was founded in 2009 near Zagreb and is months (or weeks) away from introducing the production version of its highly promising C_Two. The quad-motor electric hypercar with over 1,900 horsepower will debut with a different name and promises to hit 60 mph in less than two seconds. The first year of production has already been sold even before the premiere, out of a total run of 150 cars.

The Ferrari Purosangue SUV During Low-Speed Testing At Fiorano

A recent study based on data obtained from Google Trends shows Ferrari has taken a massive hit in terms of Internet popularity over the last decade. That's not to say their sales have also been impacted because the Prancing Horse is actually doing better than ever. Well, maybe we should exclude 2020 because that was a bad year for car sales in most parts of the world due to the coronavirus pandemic. With the Purosangue to go down in history as Maranello's first-ever SUV, it's safe to assume people will be searching for "Ferrari" more than they have in past years. The high-riding model the fabled Italian brand refuses to label as an SUV has been spotted once again, this time at the company's Fiorano track in Italy. Once again, we're dealing with an early test mule that uses a modified Maserati Levante body. You'll have to excuse the footage quality because the spy video was recorded from afar using a smartphone by YouTuber Varryx, so the adjacent clip doesn't come from our many professional car spies. Nevertheless, it's good enough to catch a glimpse of the Purosangue undergoing testing at low speeds and doing a short powerslide at one point, after exiting a left corner.

Going up the likes of the Lamborghini Urus, Aston Martin DBX, and other models that put the S in SUV, Ferrari's own jacked-up model is still mostly a mystery even though it was originally announced in September 2018. We do know it'll ride on a newly developed Front Mid Engine Architecture with the engine – hopefully, a V12 – behind the front axle while the dual-clutch automatic gearbox will be positioned at the back. It goes without saying the Purosangue will come with all-wheel drive and Ferrari has confirmed the new platform can accommodate a hybrid powertrain offering an undisclosed electric range. A "spacious and comfortable" interior cabin has been promised to make the SUV more family-friendly than the defunct GTC4Lusso shooting brake it will indirectly replace. A variable height is also planned, likely by installing an air suspension. Expect the Purosangue to hit the market sometime in 2022 and there's a pretty good chance it will become the best-selling Ferrari ever, much like the Urus is a veritable cash cow for the rival brand based in Sant'Agata Bolognese.

Lamborghini Sian Lands In Florida With Vibrant Purple Body, Green Trim

If you buy an ostentatious supercar like the Lamborghini Sian, it's only natural to give it a vibrant color scheme to match the flamboyant machine. For example, Lamborghini Broward just took delivery of this wildly colored example as part of a collaborative effort with Lamborghini São Paulo.

The car starts by looking pretty conservative at the front where this Sian is white, but the neon green splitter and purple-tinted carbon fiber are signs of what is to come. The doors have a purple gradient that transitions from white to the eggplant color at the back. 

At the rear fenders, there's more of a mix of the deep purple color and tinted carbon. The brake calipers pick up the green color to continue the motif along the side of the supercar. The tail features even more of the color, but the underside of the wing and edge of the diffuser are neon green.

Inside, the video shows that the Sian is mostly black. However, there are neon green highlights along some of the edges to break up the dark cabin.

The Sian uses a 6.5-liter V12 with a 48-volt mild-hybrid system resulting in a total output of 819 horsepower 819 hp (602 kW), making this the most powerful road-going Lambo product ever. A seven-speed gearbox sens the power to an all-wheel-drive system with a mechanical self-locking differential at the rear.

Lamborghini's figures say the Sian coupe gets to 62 miles per hour in 2.8 seconds and an electronically limited top speed of 217 mph (350 kph). If you're looking to go 19-37 mph (30-60 kph), that takes a mere 0.2 seconds. The 43-74 mph (70-120 kph) acceleration time is a similarly impressive 1.2 seconds. Lamborghini is building just 63 Sian coupes and 19 roadsters. The hardtop retails for around $3.6 million.

2021 Hyundai Sonata N Line Review

The N Line gets requisite badges in a few strategic locations plus unique seats with a little more bolstering finished in a combination of leather and faux suede. A few of the Limited's luxury interior items are missing, such as ventilated front seats, a heated steering wheel and Hyundai’s surround-view camera, but the N Line makes up for that with a sport-tuned suspension, unique wheels, and, well, 110 additional horsepower. The N Line’s 2.5-liter turbocharged engine offers 290 horsepower and 311 pound-feet of torque. It’s mated to an eight-speed dual-wet-clutch automatic, along with rev-matching and launch control. Chassis upgrades include larger brake rotors and upgraded pads, stiffer engine and transmission mounts, retuned dampers and bushings and higher spring rates. This is our second time behind the wheel of the new Sonata N Line, but the first in a production-spec car. Our prior experience taught us that Hyundai had dialed the N Line in pretty darned well, but we were curious to see if there had been any improvements in ride quality since that stage of development.

With that in mind, we took advantage of some unseasonably pleasant late-February weather to give the Sonata N Line a go on our favorite back roads. But first we had to get there. The trek from Detroit’s northern ‘burbs to the rural playground west of Ann Arbor is a little less than an hour almost exclusively on large, divided highways. Here, the N Line suspension seemed to do just fine. We did note that the Sport Plus programming locks out the N Line’s adaptive cruise control feature, but who needs rev-matching and whatnot when you’re cruising along at a steady 70 mph, right? The N Line’s in-gear passing power is phenomenal, thanks to all that torque. From a dead stop, it’s a different story. Launch control is great and all, but in typical day-to-day driving, the N Line is the picture of a high-output, front-wheel drive family sedan. Mashing the gas hard off the line is a recipe for a one-tire fire, and once it hooks, you’re in for a bit of a ride. Yeah, it torque-steers. It’s not severe (Trust us; your author drove a 2008 Mazdaspeed3 for six years), but it makes itself known when you get frisky, especially at low speeds. We were most concerned with how the N Line’s firmer suspension would handle back roads that look similar to the barren landscapes being photographed by NASA’s Perseverance rover, but as it turned out, our worries were misplaced. By sporty-car standards, the N Line handled the heaved and broken pavement like a champ, blasting smoothly over surfaces that would loosen teeth fillings in some sportier cars. There’s a trade-off here, as you might suspect. The N Line’s reflexes are sharp, but not surgically so. It’s hard not to feel removed from what is happening between the steering wheel and pavement. Axle skitter from the inside wheel under hard acceleration was heard rather than felt. It feels big, too. While some bigger cars shrink around the driver when driven enthusiastically, you can’t really escape the sensation of the N Line’s scale. It doesn’t feel heavy, just expansive. This all contributes to a vague sensation of distance, as if whatever the car is doing is happening far away from you and (perhaps only incidentally to) your inputs. As enthusiasts, we tend to be a bit inconsistent with our vernacular. We’re cool with front-wheel-drive “sport” compacts and 4x4 “sport” utility vehicles, but for some reason, when you stick “sport” next to “sedan,” everybody automatically assumes you’re talking about a rear- or all-wheel-drive luxury car with a big engine and aggressive suspension calibration. Even praise for the Mazda6 and Honda Accord both of which have been offered in variants that are quite wonderful to drive is often tempered with the caveat that there’s only so much one can do with front-wheel drive. But even setting that aside, we’d hesitate to use the “s” word here. It’s sport-y, for certain, but that’s as far as we’re willing to go, and we’re pretty certain that’s exactly what Hyundai was gunning for. It’s quick and sharp enough to feel at home in on a twisty road but stops short of offering the edge we’d associate with a full-blown performance offering. This keeps it accessible and more broadly appealing, which are two things that matter more than we might like. If we want Hyundai to keep building sedans, people besides us to have buy them. The shopper looking specifically for a hardcore Sonata represents a niche of a niche; building for that person is a sketchy proposition. Just look at the Volkswagen Arteon. But for the buyer who wants just a little more sizzle than what you get from the standard Sonata, or simply wants to check every available box, the N Line fits the bill beautifully. It’s satisfyingly quick, especially on the highway, and offers enough character to be interesting without becoming intrusive. It’s more than just a Sonata with another hundred horsepower, but not so much more that it’s an entirely different car. In today’s market, that seems like an excellent balance.

The Honda Legend Hybrid EX Review

The Honda Legend, the first production vehicle to be offered with a Level 3 autonomous system, has become available for lease today in Japan in a limited edition of 100. Currently, the Japanese automaker has no plans to bring the Legend with this system to the U.S., and it surely doesn’t help that Honda discontinued its American counterpart, the Acura RLX, last year. The Honda Legend is equipped with Honda Sensing Elite, a more advanced version of Honda's driver-assist technology.

The feature that qualifies the technology as a Level 3 system which is still far from qualifying as fully autonomous is Traffic Jam Pilot, a part of the system which can drive the car in certain conditions without requiring the driver to pay attention. Those conditions include congested traffic, and in such a situation, Honda says the driver can watch TV on the infotainment screen while the system is engaged. In 2017, Audi said that it would be putting a Level 3 autonomous system in the A8. Similar to the Honda Legend, it let drivers not pay attention while the vehicle was in traffic. Those plans changed last year when Audi revealed that it would not be going forward with putting that system in the A8 due to regulatory constraints, according to Automotive News Europe, and the possibility Audi could be liable if the car was in an accident while the system was engaged. Along with Honda's Traffic Jam Pilot, the automaker's Sensing Elite system has adaptive cruise with lane centering. While the system is engaged on the highway, drivers do not need to have their hands on the steering wheel. The driver can change lanes through activating the turn signal while the system is engaged, but the system can also scan the road and initiate lane changes on its own to pass vehicles while on the highway, all without driver intervention, Honda said. Other than when Traffic Jam Pilot is activated, the driver needs to be focused on the road, and regardless of which level of the system is engaged, a camera in the vehicle monitors the condition of the driver. Different-colored indicator lights, including on the steering wheel, show the driver which level of the system is engaged. The Honda Sensing Elite system is more advanced than other advanced driver-assist systems on the market such as Tesla’s Autopilot and Cadillac’s Super Cruise, because the driver can disengage in certain circumstances. Both of those systems and all others currently on the market require the driver's attention regardless of the situation at hand. The Legend Hybrid EX will be lease only, with a retail price of $102,000, Reuters reported today. Only 100 will be available.

Yamaha Launches 2021 Mio Aerox

After unveiling the 2021 iteration of the Nmax, the local distributor for Japanese motorcycle firm Yamaha also brought to the country the new Mio Aerox and Mio Aerox S. Just like the new iteration of the Nmax, the new version of the Mio Aerox and new Mio Aerox S has brought some nifty upgrades while maintaining their super sporty impression. Both new models from Yamaha Motor Philippines Inc. (YMPH) now come with Y-Connect application usability, exclusively interconnecting your new Aerox or Aerox S to your mobile phone. As we have reported, the app provides pertinent data for your scooter to increase the link between man and machine. The rider will notice most of the big improvements. First of all, the Aerox gets a new digital instrument cluster. It’s now taller and integrates a real-time fuel consumption meter.

 

Some of the warning lights have been rearranged, but they still remain outside of the digital meter to make them easier to read. Going through the menus is done with a new toggle switch at the front of the left handlebar. More additions include a hazard lamp switch on the right handlebar. The keyless start system, dial and unlock buttons have been carried over. So too is the integrated power socket and engine kill switch. Also, the underseat storage remains at 25-liters, capable of storing a helmet. In Indonesia, the Aerox comes with Yamaha’s Y-Connect system. The enables riders to connect their smartphone to the instrument panel and see message or call notifications. It also comes with rear shocks with subtanks on the top-of-the-line model. However, the same features were removed from the Philippine-market Nmax so it’s highly unlikely they will be introduced in the Philippine Aerox. Powering the new Aerox is a 155cc liquid-cooled single-cylinder engine with variable valve actuation (VVA) and Blue Core technology. Like all new Yamaha models, the engine block is constructed with Yamaha’s trademarked DiASil (Die-cast Aluminum Silicon) technology and uses forged pistons. The It makes 15.4 Ps at 8,000 rpm and 13.9 Nm of torque at 6,500 rpm, which are an improvement over the current Aerox. It also comes with a larger 5.5-liter fuel tank for longer rides. The new Yamaha Aerox is already available in Indonesia in non-ABS and ABS versions in a choice of six colors. It’s priced at IDR25,500,000 and IDR29,000,000 respectively. Of course, expect prices to be higher once it hits the Philippines. It’s likely that Yamaha Philippines will offer these at either the same price or slightly more than the current SRPs of PhP102,900 and PhP122,900 respectively.

2021 Kia Picanto Best Review

Kia updated the compact Picanto with a new generation in 2017, imbuing the brand’s smallest vehicle offering with contemporary style and flourish inside and out. With the new generation comes plenty of changes, complemented by the revised version launched locally recently. Sporty and elegant, the third-gen Kia Picanto is certainly one capable daily driver. Designed to deliver a concise and greatly improved modern ride, this diminutive South Korean beauty received plenty of streamlining in both form and function. We list down the Kia Picanto’s pros and cons for your well-informed car buying decision.

Pros

1. Dimensions built for tight spaces

The Picanto is bigger than its predecessor, but it manages to retain the shape that made it such an impressive car to maneuver in cramped parking lots. Measuring 3595mm x 1595mm x 1495mm with a 2400mm wheelbase, the Picanto makes it obvious that it’s the perfect compact car for daily urban commutes and city traffic. Kia’s signature Tiger Nose welcomes the Picanto’ onlookers, creating a thick ‘unibrow’ look that links to both headlamps. A muscular stance complemented by protruding chin help the Picanto stand out from the small car market.


2. Upscale creature comforts


The Kia Picanto interior welcomes drivers with an MDPS tilt steering wheel and segmented cluster LCD makes viewing controls easier and more convenient while also ensuring comfortable driving positions. Infotainment in the upper trims is handled by a 7-inch touchscreen with Bluetooth, Apple CarPlay, and Android Auto linking, which can also be operated via steering wheel controls. A rearview parking camera with dynamic guidelines can also be had on a new Picanto. As for additional creature comforts, the new model also offers AUX and USB ports, located at the base of the center console.


3. Storage options galore


For ease of storage, the Picanto’s got 60:40 split-folding rear seats, while a dual-level luggage board enhances storage capacity at the back. These are aided by number of cup holders and storage bins spread around the cabin, plus a large glovebox on the front passenger side. All in all, the Picanto opens up plenty of space for storing your small and big items.


4. A sturdier, safer body

The Picanto boasts a more protective body for occupants in case of collision, courtesy of an Advanced High-Strength Steel (AHSS). This results in outstanding rigidity and stronger core stress areas. Aside from improving average body tensile strength and enhancing cabin protection, this measure also greatly improves the vehicle’s dynamic performance.


5. A powertrain designed for reliability

Did we mention that the Picanto is designed to be a daily driver? Despite the current model being a new generation, it retains the 1.0-liter engine (67hp, 95Nm) of the old model. However, 1.2-liter version is also now on offer, propelling the new Picanto to an improved 84hp and 122Nm. Transmission options remain the same in the new model a 5-speed manual or 4-speed continuously variable transmission. Describing the Picanto’s powertrain selection, Kia has this to say: “Reliable, efficient and fun when you need them to be, the Picanto's engines and transmissions offer you a boost of confidence as you drive through life.”


Cons

1. Lack of standard safety features


The Picanto looks and feels confident on the road, although it only offers a handful of basic safety features. While the EX variants have driver and front passenger airbag, anti-lock brakes, immobilizer, security alarm and door locks, the low rung LX trims don’t even have ABS, airbags, and child anchor, which is now a necessity considering the new seatbelt law.


2. Not enough for persons of large stature

As the Picanto is primarily a compact city hatch, it’s not an advisable car to own for individuals and families of bigger heft, especially at the rear seat. Nonetheless, a regular Pinoy family of five won’t have problems fitting in the Picanto.


Yay or nay?

The 2021 Kia Picanto is easily one of the best options out there in its segment. It’s stylish and smart, with plenty of excellent buying propositions for the entry-level car buyer. Quite simply, there’s no reason the Picanto shouldn’t be on your short list of compact hatchbacks to buy if that’s what you’re in the market for.

Isuzu Philippines unleashes all-new D-Max

Japanese automotive manufacturer Isuzu’s local wing has just dropped the drapes on the all-new version of the Isuzu D-Max. During its virtual introduction, Isuzu Philippines Corporation (IPC) has revealed the latest version of the Isuzu D-Max, which replaces the second-generation. Now on the third-generation, the all-new Isuzu D-Max which shares the platform with the Mazda BT-50 is now being marketed with more upgrades that will surely shake up the country’s pickup segment.
The latest-generation of the trusty pickup workhorse (to be imported from Thailand, unlike before) is powered by the 3.0-Liter 4JJ3-TCX and the RZ4E-TC engine, carrying the same reliability that Isuzu’s powertrain dishes out, but re-engineered for improved performance.


The higher-spec 4JJ3-TCX engine is capable of providing 20 horsepower more than its 3.0 liter predecessor from 167 horsepower to 187 hp. These engines are still paired with either a six-speed manual or automatic transmission. The new D-Max parts ways with the chunky, masculine look of the outgoing version now sporting smoother, sharper lines. This new design fits perfectly with the wider front grille with dark gray bumper guard, door handles and the new hood design.

Also seen in the new exterior are headlamps that house Bi-LED with daytime running lights, dual LED rear combination lamps, dark grey side steps and overfenders. Complementing the now 800mm wading depth is the 18-inch matte-dark gray alloy wheels. On the inside, the all-new Isuzu D-Max wears a redesigned steering wheel and gear lever. But aside from the aesthetic upgrades, the all-new D-Max has also been fitted technological advancements as well, making it more customer-centric.


Now fitted in the all-new D-Max are the welcome lights and walk-away door lock available in all variants except the single cab option. The top-of the-line offering is equipped with rain-sensing wipers, eight-speaker system and remote engine start. All lifestyle offerings of the D-Max get to have 4.2 inch high-definition TFT-LCD MID display screen, as well as the 10.1 inch Full Touchscreen Monitor with Apple Car Play, Android Auto, Bluetooth connectivity and Aux-in, Offline Navigation and Inclinometer. For safety, the all-new Isuzu D-Max has Anti-lock Braking SystemElectronic Brakeforce Distribution with Brake Assist, Electronic Stability Control-Traction Control System, Hill Start Assist and Hill Descent Control as well as Brake Override System. But it does not stop there. The top variant has Isuzu’s Advance Driver Assist System (ADAS) technology, which has Forward Collision Warning, Turn Assist, Autonomous Emergency Braking, Adaptive Cruise Control, Manual Speed Limiter, Lane Departure Warning, Blind Spot Monitoring, Rear Cross Traffic Alert, Parking Aid, Multi Collision Brake, and Pedal Misapplication system.


Available in seven variants with colors Splash White, Galena Gray, Sapphire Blue, Red Spinel, along with the new Mercury Silver, Onyx Black and Valencia Orange, the all-new Isuzu D-Max is being offered at the following introductory prices:  



    D-MAX RZ4E 4X2 Single Cab MT: P857,000

    D-MAX RZ4E 4X2 LT MT:  P987,000

    D-MAX 3.0L 4X4 LT MT: P1.288 million

    D-MAX RZ4E 4X2 LS MT: P1.219 million

    D-MAX RZ4E 4X2 LS AT: P1.309 million

    D-MAX 3.0L 4X2 LS MT: P1.32 million

    D-MAX 3.0L 4X2 LS-A AT: P1.39 million

    D-MAX 3.0L 4X4 LS MT: P1.63 million

    D-MAX 3.0L 4x4 LS-E AT: P 1.825 million